Emergency valve control



April 8, 1952 Filed Oct. 24, 1946 FIG. I.

C. SUNDSTROM EMERGENCY VALVE CONTROL 2 SHEETSSHEET l IN VE N TOR. 634m, SUNDSTRQM AT'TOEZSZEY Patented Apr. 8, 1952 11;;

Carl Sund strom, Syracuse, N. Y., assignor to I Allied Chemical & Dye Corporation, a corporation of New York Application ctober24, 1946, Serial No. 705,400

- This invention relates to the transportationof fluids and is particularly concerned with emergency valve controls for fluids flowing through a conduit connected to a movable tank.

l In the loading and unloading of tank cars, for

example tank trucks, railway tank cars, and the like, containing gases or liquids, there is a possibility that in some way the tank car will inadvertently :be placed in motion with consequent severance of the flowline. Inthe case of inJ'urior removed from a tank car. The invention has as ,a further object provision of such a device which is electrically operated and arranged so that any interruption of current, either voluntary or involuntary, will instantly stop the flow of fluid through the connecting-conduit. The invention has as a further objectl the provision of valve ,control means which may be operated at a distance without approaching thecar. Further objects will be apparent from the following general description of the invention and detailed discussion of a specific embodiment.

g In accordance with the present invention a solenoid-actuatedemergency valve control for stopping flow in a fluid line connected to a movable tank such as a railway tank car, a tank truck, or the-like which hereinafter will be referred to generically by the term tank carfiflis connected with an electric switch controlling the now of current in the solenoid'and this switch is actuated by-a. member forming an engagement between the car and a stationary object and adapted to actuate the switch upon relative movementoi the car with'respect to said object. The stationary object may be the, ground, a rail, a

tie, "or. even a relatively-stationary.portionof a,

wheel ofthe tank car.- 1 The valve .is located at the inletend-of-the conduit connecting the tank car with the tank into] which .or from which the Ifluid isibeing loaded; Thus forunloading a, tank Lear the valve is located on the tank carinj close proximity to. the manual control valves normally i employed for controlling flow of fluid from the 'cangjg j I V t In. the .followingqdescription of the invention "its (use will: be illustrated in connection .withrthe "unloadingoi liquid chlorine from railway tank 40min (01. 137-21)" cars as this constitutes a highlyrimportant application .of the invention. It will be apparent from'the description of its operation that it is equally applicable to the controllof other hazardous fluids.

When unloading liquid chlorine from a railway tank car, .it is'customary to connect the outlet of a manually operated discharge valve on the tank car to an unloading conduit which communicates witha chlorine consuming plant or storage tank. The manually controlled valve is connected on its inlet side to an eduction pipe extending to the bottom of the tank car. In this pipe, immediately below the valve, there is a vertically acting ball check valve, the purpose of which is to stop flow of liquid chlorine in case the unloading conduit should break. If the check valve is clean and function properly and the unloading conduit is severed so that the flow of liquid chlorine through the valve exceeds a rate oi about 5000 to 6000 pounds per hour, the discharge of the liquid chlorine is usually stopped promptly by the check valve. If the check valve is not clean but is coated with tarry or resinous materials, such as reaction products of chlorine with hydrocarbons, or other adherent contaminating materials, or if it is corroded or worn, it may not function regardless of the rate of flow of .the liquid chlorine. In the event of a slow leak in the unloading conduit, even a properly functioning. check valve normally will not close promptlyand may not close at all. In this case it isnecessary to close the manual valve on the tankcar to stop the flow in the unloading conduit and if the chlorine leak is in the vicinity of this valve such an operation entails exposure of workmen. to the injurious effects of the escapingchlorine. Thevpresent invention not only provides for the automatic interruption of chlorine flow upon'movement of a tank car before the movement has progressed to such a degree as to cause injury to the unloading conduit but also provides for manualstoppage of .flowat a location remote from the tank car so that in the event of a leak in the unloading conduit, flowt of chlorine can be interrupted without exposure of the operator cult that operates processing equipment motors, such as pump motors, agitator motors, etc. so

thatiailure of the electrical current which openates pumps etc. will immediately close the valve and stop the flow of chlorine. The applications and iunctions of the valve control systemoi the invention can be "understood more readily from the following description of 'a specific embodiment thereof illustrated in the accompanying drawings, wherein Fig. 1 is a perspective view of the apparatus comprising a solenoid valve and pendulum type control switch, mounted on a railway tank car of the type used for transporting liquid chlorine;

Fig. 2 is a side elevation of the switch assembly shown in Fi 12 V Fig. 3 is a front elevation (enlarged) of the circuit breaker box of the mechanism shown in Fig. 2, the cover of the box being removed to show the arrangement of circuit breakers;

Fig. 4 is a plan view showing the relation of the solenoid valve to the tank car valves and housing, and showing interconnecting conduits;

Fig. 5 is a section of line A-A of Fig. 4 showing details of the solenoid valve supporting clamp which secures the valve to the tank car housing;

Fig. 6 is a wiring diagram showing one possible method of connecting the apparatus to obtain the desired results and Fig. 7 is a partial'plan view showing the relation of parts 16 and 17 of the switch assembly shown in Figs. 1 and 2.

With particular reference to Fig. l, the numeral l designates a standard chlorine tank car having a valve housing 2 and a running board 3. Mounted on housing 2 by means of supporting clamp 4 is solenoid valve 5.

' The valve 5 is a valve of the type which is held open by an energized solenoid after manual setting and is so designed that upon interruption of current flow the valve is closed by the action of a closing spring and is not reopened upon restoration of current. Such valves for operation on D. C. or for operation on A. C. are standard articles of commerce and may be obtained from manufacturers of electrical equiptial in valves in which the moving core passes beyond the flux field of actuating intensity when the valve closes, because in such valves the force which is exerted upon restoration of current flow is insufiicient to reopen the valve. All metal parts of the valve exposed to chlorine are made of monel metal to avoid injury by corrosion, and

The two-wire electric cord 6 carrying current to the solenoid valve 5 passes to an automatic control switch unit mounted on the running board of the tank car. This control unit comprises a stationary member I provided with fingers 8 and 9 and hand screw Ill forming a 'SC16W clamp for affixing the member! rigidly to the. running board 3. Mounted on member 1 by "means of pivot bolt II is a pendulum l2 supporting a circuit breaker case I3. Also mounted on member 1 is a lever 14 supported by pivot 'bolt1l5 and provided with pin or stub 16 engaging yoke l1 fixed to pendulum l2 at a position close to the upper end. The lever 14 is pro-'-- vided with bands or rings l8, I9 and 20 adapted to slidably engage a staff 2|.which in the drawing is shown as a rod having a pointed lower end 22. 1

As will be apparent from this description of the relation or the parts of the contro1 unit de- "packing of chlorine-resistant type of course is employed.

even though the viation of stafi 2| from vertical is adapted to efiect a proportional and exaggerated deviation of pendulum I2 from the vertical within the limits of pin stops l2. By appropriately positioning the pivots any desired leverage and consequently any desired responsiveness of the pendulum is obtainable.

Upon reference more particularly to Fig. 3, it will be seen that circuit breaker box l3 contains a pair of mercury circuit breakers 23 and 24, each mounted at an angle of 5 from the the horizontal with their inclinations opposed so that a swing of the pendulum in one direction more than about 5 causes the mercury to break the circuit in one of the breakers whereas an equal swing in the opposite direction effects a break by the other breaker. The arrangement of pivots in the device illustrated provides a 5:1 ratio of leverage so that a change of only 1 in the position of staff 2| causes a, 5 change in the position of the pendulum and is efiective to interrupt the circuit. With a standard tank car this corresponds to a longitudinal movement of the car of about one inch.

As shown in Figs. 1 and 3, the electrical cord 6 from the solenoid valve passes through the mercury breakers so that both breakers must be in an on" position for the solenoid to be efiective to maintain the valve open. The breakers may be connected in series on a single lead wire or each may be on a separate wire of the cord. A pilot light may be located on the pendulum, on the valve (as at 5-11), or elsewhere in the circuit, connected across the Wires of cord 6 to'display the position of the circuit breakers. Cord 25 connects the switch with a suitable current source controlled by means of an additional switch 46 at a point remote from the tank car.

With more particular reference to Fig. 4, solenoid valve 5 has its inlet side connected by a suitable connector 21 to a U-tube 28 which is in turn connected to a flexible connecting hose 29, forming a union with the permanent outlet coupling 30 on the tank car. On its outlet side the solenoid valve 5 has a union 3| for connection with any suitable unloading hose or pipe 26. The construction illustrated is adapted to throw the entire strain, in the event of movement of the tank car, upon clamp 4 so that no injury to the connection between the permanent outlet coupling 30 and the valve 5 will occur. This provides assurance that actuation of the solenoid valve will effectively control discharge of chlorine should any movement of the tank car take place and will maintain that control connecting conduit should be severed.

As shown in Fig. 5, clamp 4 is heavily constructed to withstand severe strain. The clamp is rigidly secured and accurately aligned by means of four clamping bolts 32, 33, 34 and 35 which engage the tank car valve housing. The

solenoid valve 5 is fixed to clamp 4 by means of bolted straps 36 and 31' engaging theyalve inletand outlet pipes. Hence the valve actuating mechanism itself is subjected to no strain.

While the valve is conventional, it may be noted that the valve shown in the drawings comprises a casing 38 which houses the solenoid actuating mechanisrma compression spring 39 which mainagainst compression spring 39 to open the valve and at the same time to electrically connect and thus energize the solenoid. which so long as itis In order to use the apparatus illustrated, the

solenoid valve is clamped in position, the valve connector assembly 21, 28, 29 is coupled to the tanklcar outlet at 3B and the outlet side of the yalve is connected to discharge conduit 26. The

switch control assembly is then clamped on to the running board of the tank car in any convenient location and the stafi 2 I, while being held vertical, is dropped until it rests on the ground or any stationary object providing a secure foundation. The electric circuit is then completed by plugging the lead-in cord into a power outlet receptacle orby turning on a control switch. The solenoid valve may now be opened by raising lever to compress spring 39 and energize the solenoid. The valve will remain in this position until current is interrupted either by manual control or by movement of the staff 2| to swing pendulum I2 more than 5 in either direction, or by failure of electric power. From tit point the discharge of the tank car contents is conducted in conventional manner by means of a manual eduction valve 48 located in valve housing 2.

As shown in Fig. 6, the solenoid of valve 5 is electrically connected through switch 42 to cord 6 coupled by an electric plug and socket 43 with the circuit breakers 23 and 24. Circuit breakers 23 and 24 in turn are connected by cord 25 and plug and socket 44 to an alternating current source 45 controlled by a switch :36. The alter- 42 is so arranged that when lever 40 is lifted into the valve open" position, this switch is closed and when the lever 40 is dropped to valve closed position, switch 42 is opened de-energizing solehold 4 I.

From the foregoing description of one particular apparatus and its operation it will be obvious that many variations can be embodied without departing from the basic concepts of the invention. Thus the switch mechanism may be altered by providing other types of circuit breakers than mercury circuit breakers. It is to be noted that the purpose of the separate pendulum I2 is to increase the responsiveness or sensitivity of the assembly; consequently, where a high sensitivity is not essential the construction may be simplifled by mounting the circuit breakers directly on staif 2| rather than on pendulum I2. Instead of mounting the switch on the running board and fixing the free end of the actuating lever on the ground, the unit may be reversed with the lever mounted on the running board and the switch resting on the ground without altering the principal of operation.

Other forms of control unit also may be employed. Thus it is possible to employ a control unit depending upon compression of telescoping members between the running board and ground for engaging a switch, so that movement of the car will relieve the compression and interrupt the circuit, or the switch may be mounted on a stationary hitching post adjacent to the track and wired or pinned to the car so that movement of the car in either direction will break the circuit.

These and other obvious modifications will at once occur to the skilled artisan.

It should be understood that the term solenoid in the appended claims is used in its broad sense as defining a eoilwhich, when electrically excited, produces a magnetic flux field; thus the term includes both fixed core and moving core electromagnetic devices. a

' Iclaim:

1. In combination a railway tank car having a running board and an eduction valve mounted within a valve housing on top of the car and an emergency valve control for stopping flow in a conduit connected to the tank car upon movement of the car, the emergency control comprising a solenoid-actuated valve clamped to said valve housing and flexibly connected by a fluid conduit to said tank car valve, a valve control unit clamped to the tank car running board and comprising an electric switch controlling current to said solenoid valve and a switch-actuating member forming an engagement between the car and a stationary object and adapted to actuate said switch upon relative movement of the car with respect to said object.

2. In combination a railway tank car having a running board and an eduction valve mounted within a valve housing on top of the car and an emergency valve control for stopping flow in a conduit connected to the tank car upon movement of the car, the emergency control comprising a solenoidctuated valve clamped to said housing and controlling flow in said conduit and maintained open by flow of electric current through its actuating solenoid but closing upon cessation of such current, a valve control unit provided with a clamp engaging the running board of the tank car and comprising an electric switch controlling current to said solenoid valve and a switch-actuating member forming an engagement between the car and the ground, said switch comprising a pair of oppositely inclined liquid contact circuit breakers mounted on a pendulum positively engaged by said switch-actuating member comprising a pivoted stafi havin its lower end engaging the ground and being adapted to be thereby displaced so as to swing the pendulum to open said switch upon movement of the car.

3. In combination a railway tank car having an eduction valve mounted within a valve housing on top of the car and an emergency valve control for stopping flow in a conduit connected to the tank car upon movement of the car, the emergency control comprising a solenoid-actuated valve mounted on saidtank car and connected bya fluid conduit to said tank car valve, a valve control unit comprising an electric switch controlling current to said solenoid valve, and a switch-actuating member forming an engagement between the car and a stationary object and adapted to actuate said switch upon relative movement of the car with respect to said object.

4. In combination a railway tank car having an eduction valve mounted within a valve housing on top of the car and an emergency valve control for stopping flow in a conduit connected to the tank car upon movement of the car, the emergency control comprising a solenoid-actuated valve mounted on said tank ear controlling flow in said conduit and maintained open by flow of electric current through its actuating solenoid but closing upon cessation of such current. a valve control unit mounted on said tank car and comprising an electric switch controlling current to said solenoid valve and a switch-actuating member forming an engagement between the car and the ground, said switch comprising a pair of oppositely inclined liquid contact circuit breakers mounted on a pendulum positively engaged by said switch-actuating member comprising a pivoted staif having its lower end engaging the ground and being adapted to be thereby displaced so as to swing the pendulum to open said switch upon movement of the car. Number CARL SUNDS'IROM. 22,032 REFERENCES CITED 5 2 33%??? The following references are of record in the 2,057,101 file of this patent; 2,364,554

UNITED STATES PATENTQ Name Date Duncan Apr. 28, 1942 Runnion June 23, 1908 Hollay Apr. 14, 1936 Kagi Oct. 13, 1936 Sanford Dec. 5, 1944 

